The Higher Education (HE) sector of a country is a key area indicating the progress of cultural, political and social growth and development. Public and social demands as well as technological developments add new challenges for this sector. Consequently, higher education institutions have changed and a more flexible IT infrastructure is required to enable them to adapt efficiently to competitive business challenges. Enterprise application integration (EAI) is a technology that effectively integrates intra- and inter-organizational systems. Firstly a systematic review of the EAI literature was conducted. From this review, it was apparent that there are no theoretical models for EAI adoption and evaluation for higher education. Hence, this research contributes a conceptual model that includes influential factors derived from the literature and combines them with the proposed classification of influential factors for HE to produce an EAI conceptual model for the HE domain. To validate this proposed model empirical research was conducted. Then, the model was tested using a qualitative case study approach by means of three case studies that were conducted at different universities. Exploratory, explanatory and interpretive data analysis phases were implemented to find what is the current EAI process of HE and how these institutions currently work. In addition, these phases were employed to identify the EAI adoption factors in HE. As a result of this analysis the conceptual model was modified because of complementary factors that emerged. Therefore, the main contribution of this research is a comprehensive and novel model for EAI adoption in higher education area. The adoption EAI factors were identified by extracting a number of parameters from the empirical data. Several important factors that influence and assist the adoption of EAI in HE were identified. Hence, an additional contribution is the classification of factors in EAI adoption into technical and social factors which provides a better understanding of these factors. A further contribution is the derivation of a new classification of the EAI external and internal pressure factors. The development of a consistent model for the adoption and evaluation of EAI in HE is based on these factors.

This research sought to examine the relationship between material and virtual space for Transnational Advocacy Network members in Manila, Bangkok and Jakarta. In the decade since the seminal work of Keck and Sikkink’s ‘Activists Beyond Borders’ there have been significant technological advancement and the ensuing literature has positively portrayed the possibilities for network members and other activists. Through extensive semi-structured interviews with members of Transnational Women’s Networks in Jakarta, Bangkok and Manila and thorough review of the literature it sought to establish the relationship between traditional, material spaces and emergent virtual spaces across four main themes; access to technology, relationships, freedom in virtual space and collective identity. These themes emerged from the fieldwork and presented themselves as trends within the literature which then led to their consideration within this research. This work argues that there is a continued relationship between material geography and virtual space and that an individual or groups physical location continues to have overriding implications on their online presence both in terms of their direct access, legislative obstacles and their perceptions of relationships and identity.

The current debate on transport policy in the UK is focused on the need for a sustainable transport system. Buses play a vital role in achieving this, as they are the most frequently used and most accessible mode of public transport. However, the literature shows that the delivery of sustainable transport policies is not producing the desired outcomes (Hull, 2009) and the application of such policies in real situations remains inconsistent. This is evident across the UK where there has been a decrease in bus patronage and bus mileage. To address this gap, the aim of this research is to identify why bus policies are not imple-mented successfully at a local level and to provide recommendations for implementation and decision making that will aid policy makers, local authority staff, regional transport partnerships, bus operating companies and other practitioners working within the field of transport. A mixed methodology was chosen for this research and is divided into three key stages to address the research problem. The first methodology included an online ques-tionnaire and 143 questionnaires were sent to all public transport officers in Great Britain. 80 surveys were returned giving a response rate of 56%. The second methodology in-cluded telephone interviews conducted with 10 of those public transport officers who responded to the questionnaire in order to elicit a deeper understanding of the results, which could not be achieved from the questionnaire results alone. Finally, the third meth-odology included four case studies on specific bus schemes within Great Britain. These case studies were the Quality Contract Scheme in Tyne and Wear, Fastlink Scheme in Glasgow, Bus Priority Scheme in Solihull and Smart Ticketing Scheme in Dundee. While the questionnaires and telephone interviews provide an overview of bus policy imple-mentation across Great Britain, the multiple case studies were required to investigate the topic in depth, thus identifying the greatest barriers to bus policy implementation. Analysis of the three sets of data is based on the application of a new decision support frame-work developed in this research. The findings in this thesis reveal that local authorities in Great Britain are under-performing in the implementation of bus policy due to the barriers they face. The greatest barriers to implementation include the lack of a policy document; the characteristics of the organisation; availability of resources; intra-organisation support and communication; economic, social and political environments; and opposition, conflict, and ambiguities. Overall, this research has identified several concerns with bus policy implementation. The most obvious concern is the unclear link between policy objectives and measures and the setting and monitoring of performance targets. Meanwhile, the deregulation of the bus sector in the UK means that, in some cases, a lack of control over the implementation of certain measures places limits on policy implementation and results in the frequent im-plementation of policy measures that are achievable rather than those that are necessary to the achievement of policy objectives. The findings from this research also help policy-makers and transport planners to predict what makes implementation successful and to address problems and issues through improved policies and regulations, as well as to an-ticipate and plan for likely barriers. Moreover, addressing these barriers can help tackle the decline in bus mileage and bus usage across Great Britain.

Climate change is a significant issue in today's society as countries work towards decarbonising the economic sectors that contribute to significant greenhouse gas emissions. The electric vehicle (EV) is proposed as a solution to reduce the level of emissions in the transport sector. However, if an EV is powered by an electrical fossil fuelled source, their penetration into the UK market will have minimal mitigating effects, as emissions will simply shift from the transport sector to the energy production sector. Limited research has evaluated the loss of propulsion energy as a result of operating on-board climate control systems, and has focused more on traction energy. Unlike conventional fossil fuelled vehicles, EVs do not produce waste heat to warm the interior space of the vehicle. The present research found that up to 30% of a vehicle's total energy consumed per trip is allocated to heating requirements, thus the present research developed a temperature predicting numerical algorithm to compute indoor cabin temperatures. The vehicle was exposed to ambient climate conditions with an auxiliary heating or cooling system to evaluate this thermal model. The numerical algorithm could predict the temperature of a cabin space under solar space heating conditions with 62% more accuracy than previously developed models when comparing the Root Mean Square Error performance indicator. The presently developed temperature prediction algorithm may be applied to a route planning application, thus indicating the electrical energy required by the vehicle's battery for users to increase or decrease the desired temperature level. Additionally, this study investigated the ability of a renewable energy resource to decarbonise the vehicle's built-in climate control system. Integrating solar panels on the roof and bonnet of an EV to power an auxiliary climate control system reduced the electrical loading required to reach the occupant's thermal comfort. By installing an auxiliary heating system to increase cabin temperature by 2 or 5°C, the present research found that energy consumption of the built-in climate control system was reduced by 22% or 57%, respectively. This illuminates the potential an auxiliary climate control system has in improving the thermal performance of EVs.

Landbased Studies Foundation and Bachelor degrees (FD and BSc) are generally taught in specialist FE landbased colleges, with teachers typically teaching both FE (Ofqual RQF Levels 0–3) and HE (Ofqual RQF Levels 4–6). Such teachers are designated in the literature as being HE in FE (Higher Education in Further Education) or CBHE (College Based Higher Education) teachers. Using a single case study landbased college, this study adopts a qualitative, naturalistic methodology using intensive interviewing and classroom observations of six Animal, Equine and Veterinary Nursing Studies HE in FE teachers. Characterised as an under-represented group within UK education research, these teachers teach both HE and FE within a small, UK landbased college. The study examines the nature of HE teacher pedagogic practice enactments, and factors which enable and constrain them within an FE college environment. Conceived within a interpretivist socio-constructivist framework, this study is influenced by the anti-dualist social philosophy of Practice Theory (PT) whereby people, places and material objects all contribute to how practice is enacted. Rather than considering material artefacts to be merely background objects and a college being simply an inert container where teaching takes place, a sensitivity to Practice Theory considers the FE context, material aspects and teacher pedagogic practices as a whole, rather than from one or other side of the structure versus agency divide. Within this study a particular variant of Practice Theory, Practice Architectures (PA) (Kemmis and Grootenboer, 2008), has been used to sensitise the study. The study adopts a Constructivist Grounded Theory (CGT) approach as a means of exploring a neglected and under-theorised area of Post-Compulsory education. The CGT methodology influenced and guided the research design and interpretive data iv analysis. Using purposive sampling of teacher participants, theoretical sampling, and the iterative cycles of constant comparison associated with Grounded Theory (GT), the data was used to construct four key categories. From these categories three main theoretical themes were identified from the data; Surveillance and Control, Teacher Identity and Agency, and Pedagogic Risk Aversion. The interpretive analysis suggests that HE pedagogic practice enactments are influenced and constrained by the college as a site, by its management, and by the wider neoliberal landscape of surveillance and auditing, as well as by the teachers themselves, the HE students, and material, non-human physical spaces and artefacts. The resultant HE pedagogic practice enactments are risk averse, tending towards instrumentalism and teacher-centeredness. The final CGT theoretically accounts for the HE practice enactments of the HE in FE teachers at the college and is discussed in relation to HE in FE literature, and to a number of pertinent theories within and beyond education. The CGT contributes to an enhanced understanding of HE teacher pedagogic practice enactments, and has potential for generalisability beyond the specific college. The original contributions to knowledge consists of: devising a novel methodology whereby PT/PA and CGT are articulated; adding to the body of literature for HE in FE pedagogy; and adding to the pauce corpus of literature for landbased education.

La datation des carbonates est un enjeu important en géosciences car ces minéraux sont présents dans tous les grands cycles superficiels terrestres. Actuellement, l'âge de formation des cristaux de calcite de failles peut être déterminé par la méthode de déséquilibre U-Th ou par la méthode U-Pb. La potentialité de la méthode (U-Th-Sm)/He a été envisagée à partir des premiers résultats de diffusion de l'hélium dans les carbonates (Copeland et al. 2007) qui montrent que l'hélium est rétentif à basse température, inférieure à 70°C. Le développement de cette méthode nécessite une identification des propriétés cristallochimiques et du comportement de la calcite afin de discuter la validité des âges obtenus. Une zone de déformation au contact d'une faille normale du fossé d'effondrement de Gondrecourt à Augeville (Est du bassin de Paris) et des cristaux de calcite géodique des argilites de Tournemire (Aveyron) ont été étudiés. Une étude pétrographique et géochimique (analyse des isotopes stables δ18O et δ13C et des éléments mineurs et traces) a permis d'identifier les phases de remplissage de la zone de déformation d'Augeville. Sur les phases de remplissages une étude cristallographique par DRX (diffraction des rayons X) et ATG (analyse thermogravimétrique) a permis d'identifier les propriétés mécaniques de la calcite à différentes températures. Des expériences de diffusion de l'hélium ont été conduites selon un protocole différent de celui de Copeland et al. (2007) : temps de chauffage inférieur à 12 heures au lieu de paliers de chauffage de plusieurs heures à semaines. Des datations (U-Th-Sm)/He ont été réalisées sur toutes les phases de remplissage de la zone de déformation ainsi que sur les cristaux géodiques de Tournemire. Les résultats pour Gondrecourt mettent en évidence une zone de déformation à remplissage calcitique pluriphasée qui marque chaque étape de l'évolution tectonique de la zone. Il s'agit majoritairement de remplissages de brèches hydrauliques à brèches chaotiques avec, pour finir, la mise en place de filons. Sur ces minéralisations les résultats cristallochimiques montrent que lorsqu'ils sont soumis à une température croissante, de température ambiante à 400°C, ou sur le long terme à 200°C, il y a un accroissement du nombre de microfissures qui aboutit à la formation de clivage. L'évolution cristallochimique sous l'effet de la température présente des modifications structurales pour chacune des phases étudiées. Les expériences de diffusion dépendent de ces microfissures et de cette évolution microstructurale. Ces résultats mettent en évidence les mécanismes de diffusion de l'hélium dans la calcite à travers de multiples domaines de diffusion différents de la taille du grain. Ces domaines de diffusion dépendent de l'état microstructural de l'échantillon. Les résultats de datation (U-Th-Sm)/He présentent une large dispersion de 0,1 Ma à 35 Ma pour la zone de déformation de Gondrecourt et de 0,4 Ma à 20 Ma pour les cristaux géodiques de Tournemire. La variation des âges est en partie liée à la position des cristaux de calcite dans la succession paragénétique qui entraine un continuum de fracturation qui génère de multiples domaines de diffusion dans les cristaux de calcite.

In Turkey, the only city that currently operates BRT is Istanbul. There are researches that focus on different BRT systems in the world, yet there has not been a comprehensive, systematic and comparative evaluation of the BRT experience in Istanbul. There seems to be an urgent need to study this BRT investment, with a particular focus on planning, operation and ridership characteristics with a comparative approach. This thesis analyses the BRT corridor in Istanbul and answers the question whether Metrob&uuml / s in Istanbul is a success or not. In order to understand the criteria for defining success, planning, operation and ridership characteristics are identified based on the previous literature and particularly the analysis of three best practice cases that currently operate BRT / these are Curitiba, Bogota and Mexico City. The study sets the criteria in planning, operation and ridership of BRT systems drawn by previous studies and answers by people who were involved in these projects. It compares the best practice cases and the Istanbul Metrob&uuml / s / focusing on planning and operation characteristics and using primary indicators of performance and ridership. The study reveals strength and weaknesses of the Istanbul Metrob&uuml / s in comparison to best practice BRT cases in the world. The findings provide lessons both for the future extensions of the BRT in Istanbul and for other cities that may consider implementing this transit technology.

We consider a one-warehouse multi-retailer system where the warehouse orders or receives from its supplier and replenishes multiple retailers with direct shipping or multi-stop routing over a finite time horizon. The warehouse has the knowledge of external (deterministic) demands at the retailers and manages their inventories while ensuring no stock-out. We consider two problems with direct shipping policy and two problems with routing policy. For the direct shipping policy, the problem is to determine the optimal replenishments for the warehouse and retailers such that the system-wide costs are minimized. In one problem, the warehouse decides about how much and when to ship to the retailers while in the other problem, inventory level of the retailer has to be raised up to a predetermined level whenever replenished. We propose strong mixed integer programming formulations for these problems. Computational experiments show that our formulations are better than their competitors and are very successful in solving the problems to optimality. For the routing policy, the problem is to decide on when and in what sequence to visit the retailers and how much to ship to a retailer so as to minimize system-wide costs. In one problem, the warehouse receives given amounts from its supplier while in the other the warehouse decides on its own replenishments. We propose branch-and-cut algorithms and heuristics based on strong formulations for both problems. Computational results reveal that our procedures perform better than their competitors in the literature for both problems.

With this dissertation, it is intended to improve our understanding of the effects of urban rail systems on the mobility of women, their accessibility and their extent of experiencing the city they live in, that is their urban geography. The main aim is to understand whether women who live nearby an urban rail system and who use this system have higher levels of mobility and wider urban geography when compared with those who live in places without an urban rail access and those who do not use urban rail systems. In search for the effects of metro usage on mobility, as well as the factors affecting metro usage, the study is built on four main fields in transportation studies: mode choice theory, activity based travel theory, time-geography theory and women studies. Women living on Ankara metro line and in Ke&ccedil / i&ouml / ren constitute the main case study in this thesis. With the help of a comprehensive questionnaire, applied on captive public transport women riders, it is assessed whether the Ankara metro has positive effects on the mobility of women living nearby the metro stations, whether women who use the metro have higher mobility and wider urban geography, and whether the metro can be effective in enhancing the mobility and urban geography of women who are identified as particularly vulnerable in the literature. Understanding the factors, in cases where expected positive impacts on mobility have not been realized, is also important to contribute to the theoretical discussions that the study is built on.

Rail transit investments require highest amount of investment costs of all modes and considering the high cost involved, it is particularly important that their performance justifies this high cost and that expectations from these investments are met. Therefore, in the world, it has become an important field of research to study the performances of rail systems in order to assess whether these expectations are met. In Turkey, there is a growing interest in constructing rail transit systems in the cities. However, there has been limited number of studies on the performance of these investments. There are researches on individual systems / yet, there has not been a comprehensive, systematic and comparative evaluation of the rail transit experience of Turkish cities. It is not clear with what expectations these systems are built or whether these expectations are met. There seems to be an urgent need to study these rail investments, with a particular focus on their planning, investment objectives and outcomes. This thesis analyzes the expectations from the rail transit systems in Turkey and answers the question whether these expectations are met. In order to understand the objectives under the planning and decision making processes in the implementation of Turkish rapid rail transport investments, a sample group was selected among the cities currently operating rail transit systems: &amp / #272 / stanbul, Ankara, &amp / #272 / zmir and Bursa. The study sets the objectives in planning and implementing rail transit systems drawn by the answers in the semi-structured interviews. It compares the expectations with the actual outcomes. As the primary indicators of performance, cost and ridership forecast and outcome data are also collected and considered in the comparison. It is found that the main success in all case study cities was the increase in public transport usage after the opening of the rail transit systems. On the other hand, systems performed rather poor in terms of other expectations, such as attaining ridership forecasts, being built within budget, creating an integrated public transport system, traffic reduction, air pollution reduction, improvement of city image, etc. Hence there is a gap between expectations and outcomes.